There are retro cars, like the last two generations of Volkswagen Beetle and current Fiat 500, which are inspired by classic out
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| Photo: Karen Tuggay, Canadian Auto Press |
of production models from eons past, and then there are modern-day classics like the Porsche 911, Mercedes-Benz G-Class and Jeep Wrangler that have soldiered on decade after decade with only minor evolutionary changes. One is not necessarily better than the other, but the latter has a certain cachet with purists.
True Wrangler fans are purists for sure, because there’s little else as fundamentally simple yet as singly capable on today’s roads as this elementally purposeful off-roader. Sure it’s a rolling icon that many image conscious, outdoorsy-looking guys and gals want to be seen in on a sunny day, top down, tunes blaring, cruising along a popular city street, some of which will never take their bushwhacking-capable mechanical companion on anything rougher than a gravel
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| Photo: Karen Tuggay, Canadian Auto Press |
parking lot, but those experienced in charting their own paths where roads less traveled look more like mountain goat trails will want nothing less than one of Jeep’s superb Wranglers.
I’ve traversed the 35-kilometre long Rubicon Trail in California’s El Dorado National Forest high atop the Sierra Nevada Mountains in a variety of Wrangler and stretched Wrangler Unlimited models; climbed up and then crawled down Cadillac Hill, overcome bolder upon oscillating bolder, clambered over supersized stone “steps”, circled around massive trees that seem to have grown right in the middle of the trail, and discovered (like so many others) additional 4×4 obstacles of note like Post Pile, Walker Hill, Little Sluice, Big Sluice, Old Sluice Box, Chappie Rock,
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| Photo: Karen Tuggay, Canadian Auto Press |
and others, the treacherous trek easily worthy of stories around a campfire. I’ve also taken to the wilds on other occasions in everything from a WWII-era Willys to a V8-powered, header- and sidepipe-endowed CJ5 Renegade that was my chosen ride one memorable summer long ago, so be sure that the Civilian Jeep has long had a special place in my heart.
That’s why my heart palpitated when I first caught sight of my Bright White-painted Wrangler Unlimited tester, completely kitted out in Jeep’s special Polar Edition (Customer Preferred Package 24P: $4,400). In case you were wondering, the Polar Edition doesn’t have anything to do with our vast frozen north and isn’t even a Canadian-only product, but is actually available in select markets around the
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| Photo: Karen Tuggay, Canadian Auto Press |
world. Rather than anything Arctic, the Wrangler Polar Edition owes inspiration to the other hemisphere’s southernmost point, the Antarctic, its mountain range hood graphics and especially the chromed “78°S and 106°E” compass coordinates that adorn its unique “Jeep POLAR” badges (also featuring the Antarctic mountain range theme) on the SUV’s front fenders hinting at the location of that continent’s Vostok Research Station made famous for recording the world’s coldest ever temperature of -89.2 C.
There
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| Photo: Karen Tuggay, Canadian Auto Press |
could be an Antarctic tie-in that Jeep might not have even thought of when coming up with the Polar Edition (or at least they didn’t mention anything in the press release). Whether true or a myth, some fans of the brand claim that Jeep was the first vehicle to drive on all seven continents. While there was a first attempt in 1908 by Ernest Shackleton in a car donated by the Arrol-Johnston company of Paisley, Scotland as part of the British Imperial Antarctic Expedition "Nimrod – Expedition", it wouldn’t start in the cold temperatures and therefore wasn’t driven in the Antarctic, but a classic Willys ended up being part of the U.S. Navy’s Operation Highjump in 1947 (as documented in U.S. Navy National Museum
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| Photo: U.S. Navy National Museum of Naval Aviation |
of Naval Aviation photo No. 1986.056.001.291), and while its tires proved challenging over the ice and snow it was actually used in the operation. All the same, as part of the cursory research that resulted in this information I couldn’t find record of a modern-day Jeep (one with a seven-slot grille – the old Willys used a nine-slot grille) ever setting tire or track in Antarctica, the images that resulted showing numerous large highway truck-sized multi-track rigs, various Mercedes-Benz Unimogs and the like, oddly enough a handful of diesel and 4×4-equipped Ford E-Series vans, a Volkswagen Beetle that arrived in 1963 (VW claims to be the first car on all seven continents but the aforementioned U.S. Navy archives prove this wasn’t so, unless of course you don’t consider the Willys Jeep a car), and even an old-school Mini (actually a Leyland Morris 850 dubbed Mini Trac) with the cutest little set of tracks taking to the icy surface in 1965.
Jeep might
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| Photo: Karen Tuggay, Canadian Auto Press |
want to set out on an expedition of its own to rectify this issue, but then again its Wrangler is selling at such a record pace they hardly need to give it any more attention. This Polar Edition does a good enough job of inferring that a Wrangler can go just about anywhere. One thing is for sure you’ll look fabulous getting there. Available in my tester’s Bright White, as well as Hydro Blue or Billet Silver Metallic, the Polar Edition is based on the Wrangler’s mid-grade Sahara trim level, one above Sport S trim which sits above the base Sport (the Unlimited version isn’t available as a Sport) and one below the model’s most off-road-capable version, Rubicon.
Some exclusive details that set the Polar Edition apart are the aforementioned badges and hood graphics, plus a uniquely bulging “powerdome” on top of that hood,
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| Photo: Karen Tuggay, Canadian Auto Press |
a body-colour removable Freedom Top with deep tint windows, a great looking set of black alloy wheels, and yet more gloss black added to the Jeep hood logo, the trim around the grille slots, the headlight surrounds, plus the front and rear bumper centre caps, while a special matte black fuel-filler door works perfectly with the usual matte black hood clasps, bumper side caps, mirror caps, door handles, rocker panels, fuel-filler door, rear window hinge covers, etc.
Inside, the seats are upholstered in black leather with white accent stitching, while the mountain range graphic is embroidered on the front backrests. The armrests and steering wheel are wrapped in the same black leather with white stitching, but the latter item’s spokes are covered in a nice high-gloss ceramic white to complement the matching body-colour paint on the vent surrounds, dashboard
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| Photo: Karen Tuggay, Canadian Auto Press |
grab bar (which gets an elongated mountain range graphic) and door handle garnishes. Additional Polar Edition highlights include opposing mountain range graphics added to the unique blue-grey facings of each primary dial.
Heavy-duty floor mats in a tread pattern keep winter’s wastewater from ruining the carpets, while standard Sahara equipment includes a leather-wrapped multifunction steering wheel and leather-wrapped and chrome-embellished shift knob, tilt steering, auto-dimming rearview mirror with integrated reading lamps, powered and heated side mirrors, heated front seats, a height-adjustable driver’s seat, a vehicle information centre, cruise control, automatic headlamps, automatic climate control, keyless remote entry, powered windows, Uconnect infotainment with a 6.5-inch touchscreen, a Garmin navigation system, an Alpine audio upgrade with satellite Radio (including a one-year subscription) and six Infinity speakers
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| Photo: Karen Tuggay, Canadian Auto Press |
(including two in the “overhead sound bar” cum roll bar) plus a sub, a 115-volt auxiliary power outlet, a security alarm, deep-tint sunscreen rear glass, rear compartment covered storage, a heavy-duty suspension with gas shocks, transfer case skid plate, a fuel tank skid plate, 160-amp alternator, engine oil cooler, fog lamps, front and rear tow hooks, a fold-down windshield, removable doors, hill start assist, four-wheel discs with ABS and a hydraulic assist brake booster, traction and stability control, electronic roll mitigation, tire pressure monitoring, front airbags and optional side airbags (although no
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| Photo: Karen Tuggay, Canadian Auto Press |
curtain airbags due to the removable roof), plus more.
Powering this classic body-on-frame SUV is FCA’s impressive 3.6-litre Pentastar V6, a smooth and refined powertrain that produces more output than even my old CJ5’s V8 at 285 horsepower and 260 lb-ft of torque, while the base six-speed manual would have been considered high-tech for a racing car in the CJ’s day, as would the optional five-speed automatic that came fitted to my tester. It doesn’t provide the technological advancement of the new Cherokee’s nine-speed autobox, but it’s plenty smooth and well proven.
While
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| Photo: Karen Tuggay, Canadian Auto Press |
engine twist might be up, the big and long Wrangler Unlimited makes the old CJ5 seem more like a Mini. The 4,694-mm (184.8-inch) long, 1,945-mm (76.6-inch) wide, and 1,825 mm (71.9 in) tall Unlimited now weighs in excess of two tonnes (4,415 lbs) so equipped, which means that the engine has to work hard to extract top performance, and then fuel economy suffers. Even under ultra-light duty as tested in Transport Canada’s outgoing two-cycle rating process it’s only capable of a claimed (and unrealistic) 13.4 L/100km in the city and 9.6 on the highway for the manual or 13.2 city and 10.0 highway for the automatic, although
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| Photo: Karen Tuggay, Canadian Auto Press |
my own tests of the latter were more similar to the U.S. EPA’s (metric-converted) estimates of 13.1 L/100km combined. As I’ve long said, if there ever was a vehicle in need of a modern turbo-diesel engine, this is it.
The inherent better fuel economy of a diesel would make the Wrangler capable of longer stints without refueling, allowing deeper passage through less inhabited tracts of wilderness. To that end the Wrangler knows few peers in its price range or even beyond, Jeep’s part-time Command-Trac four-wheel drive system featuring a two-speed transfer case with a bullish 2.72:1 low-range gear ratio. Added to the Polar Edition is Jeep’s Trac-Lok anti-slip rear differential with an available electronic locking centre differential, not to mention a set of heavy-duty Dana front and rear axles.
The
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| Photo: Karen Tuggay, Canadian Auto Press |
Achilles heel in the Polar Edition formula is its choice of Bridgestone Dueler A/T 255/70R18 tires that, while performing very well on-road as mentioned, aren’t quite as grippy off the beaten path. Again, compromise has been made with this model so that it can be used every day. Those who want to get the most out of the Wrangler’s capable off-road setup will either want to upgrade the tires when setting off on their polar expedition (and yes, tracks would be recommended for this) or opt for the more off-road dedicated Rubicon trim level, with its standard 17-inch rims with 32-inch-tall BF Goodrich rubber, Dana 44 front axle, Tru-lok front and rear axles, 4.10 rear axle, 4:1 heavy-duty Rock-Trac transfer case, electronic disconnecting sway bar, and rock rails.
That model, mind you, wouldn’t come with all of the unique Polar Edition details and
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| Photo: Karen Tuggay, Canadian Auto Press |
these do look mighty fine, so really it will come down to your personal priorities. If you’re a serious off-roader then the decision was made before I even started describing the Polar Edition, as you either own a Rubicon already, are saving up for one, or drive something else that you’ve customized to your own specific style of off-road driving. If you own a Wrangler, I’m going to guess it’s a regular-wheelbase model too.
The Wrangler Unlimited version’s ground clearance spans a minimum of 231 mm (9.0 inches) at its lowest point and 267 mm (10.5 inches) at its highest, which is only a hair width’s less than the regular-wheelbase Wrangler’s 231-mm (9.1-inch) minimum and 269-mm (10.6-inch) maximum clearance, and this would be imperceptible in all but the rarest conditions. Noticeable between the two SUVs when off-road are lengths,
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| Photo: Karen Tuggay, Canadian Auto Press |
the 523-mm (20-inch) longer Unlimited more prone to hanging its identically longer wheelbase up on obstacles and more challenging to get around extreme corners than its shorter sibling. Longer wheelbases always cause this effect in the tight confines of a 4×4 trail, but they certainly make a vehicle’s ride nicer and more compliant and therefore can improve handling too.
The most recent Unlimited tracks better than any Wrangler before it, whether cruising down the highway or hustling through a curving two-lane roadway, the ride smoother than ever before too. This is the steady evolutionary compromise Jeep has allowed over the past couple of decades in order to make the Wrangler more
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| Photo: Karen Tuggay, Canadian Auto Press |
palatable to the masses, and as mentioned at the beginning of this review its efforts have paid off measurably on the sales charts. I, for one, don’t mind this continued refinement, as the CJ5 I once knew and loved wouldn’t get used very much if it was still in my employ now, it would just plain be too noisy and rough for me unless out in the wild. The Wrangler Unlimited, on the other hand, might feel crude underfoot by today’s soft-roader standards, but believe me it’s as friendly as a fluffy little puppy in comparison to that old relic of the past. Not only is the ride smoother, but the SUV is surprisingly quiet inside, at least for a vehicle fitted with big off-road capable tires and removable roof panels.
Along with that longer, wider and taller Wrangler comes a lot more passenger and storage capacity than ever before, the four-door Unlimited possessing passenger volume for five full-size adults and a cargo compartment large enough for 880 litres
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| Photo: Karen Tuggay, Canadian Auto Press |
(31.2 cubic feet) of gear with the 60/40-split rear seatbacks upright and a sizable 1,980 litres (69.9 cubic feet) when they’re folded flat. And they fold easily too, the headrests flipping rearward in order to fit behind the front seats without the need to pull them forward first. You can get 2,769 litres (97.8 cubic feet) into the regular-wheelbase Wrangler, however, if you’re willing to remove the rear seat altogether. With it tumbled forward there’s only 1,486 litres (52.5 cubic feet) of space available behind driver and passenger and a mere 348 litres (12.3 cubic feet) for cargo when the rear seats are in use. Back to the Unlimited, Jeep left my tester’s optional Sunrider soft-top
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| Photo: Karen Tuggay, Canadian Auto Press |
in place during my test week, making it less useful for cargo while in my tenure, but I’ve had many other Wrangler Unlimited models over the years and can attest to their gear toting prowess, the SUV’s only bane being its side-swinging rear door that opens up to the road instead of the sidewalk, ideal if you live in England or Japan, but hardly easy to load when curbside in Canada.
The Wrangler Unlimited models longer wheelbase helps out when towing too, the regular Wrangler capable of just 907 kilos (2,000 lbs) of trailer while the Unlimited can tug along a trailer weight of 1,588 kilograms (3,500 lbs). A standard trailer sway
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| Photo: Karen Tuggay, Canadian Auto Press |
damping system helps maintain control at higher speeds.
While a base Wrangler Sport can be had for only $23,195 plus $1,695 for freight and pre-delivery prep, the Wrangler Unlimited Sahara starts off at $34,095, while the Polar Edition package plus my tester’s options pushed its price up to $47,920. If you’re interested in a Rubicon the price starts at $35,395 plus freight for the regular wheelbase and moves up to $37,695 for the Unlimited.
While the Polar Edition is fabulous looking and inadvertently pays tribute to some of Jeep’s WWII-era legend, any Wrangler model is a good alternative for the mundanities of everyday commuting, while opening up a world of go-anywhere possibilities.
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